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(No Modelf;

f 2 Sheets-Sheet l. J. W. HARTLEY 81; J. KEER. GS'BNGINB.

Ptented Mar. 6, 1894..

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(No Model.) 2 Sheets-Sheet 2.

J. w. HARTLEY sa J. KEER.

GAS ENGINE. 'Nm:515,770- Y Patented Mar. 6, 1894.

u i u o Q G u 1er-"Q o v Q Y -L c i E L Infe 77/1'50115; Mmm yu@ UNITED STATES PATENT Orifice@ JOHN WILLIAM HARTLEY AND JOHN KERR, OE KILMARNOOK, SCOTLAND.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 515,770, dated March 6, 1894.

Application fled March 9, 1893. Serial No. 465.233. (No model.)

To all whom t may concern:

Be it known that we, JOHN WILLIAM HART- LEY and JOHN KERR, subjects ofthe Queen of Great Britain, residing at Kilmarnock, in

the county of Ayr, Scotland, have inventedy jof a double acting Otto cycle gas engine constructed in accordance with our invention. Fig; 2 is a plan part in section corresponding to Fig. l.

A cylinder A is mounted upon astoolP and connected by a bored out guide B to a front stool Q, the said guide B forms the frame of the engine and carries the crank shaft G in suitable bearings; the construction being as shown in the drawings somewhat after the style of the well known Corliss steam engine bed. The back end of the cylinderA is closed by a back cover which is preferably water jacketed, and the front end is closed by a cylinder cover also Water jacketed, which cover contains a stuffing gland for the piston rod. The front cover as shown in the drawf ings is cast in one with the cylinder and the stuffing gland is pushed in as indicated in section (Fig. 2) and suitably bolted in position. The piston N is connected toa crosshead working in thebored out guide and the crosshead in turn connects by connecting rod D to the crank shaft C. The stroke of the piston N is so arranged in thel cylinder A, that spaces O O are left at each end of the stroke into which the said piston doesnot enter. vA

. valve shaft F is driven by skew gear from the crank shaft C at one half the rate of rotation of the said crank shaft. The valve shaft F is arranged to pass directly under two air and gas valves GG, a gas valve N and two timing valves I I.

The gas and air valves, gas supply valve and timing valves are all arranged on one side of the engine, while the two exhaust valves L L are arranged on the opposing side ofthe engine; the said exhaust valves L L are also actuated from the valve shaft F by means of levers R R together with suitable cams and rollers.

The governor S of any well known centrifugal type is actuated from the valve shaft F by suitable gearing and it controls the gas valve H; the said gas valve H supplies alternately the air valves G G, so that a mixture of gas and air is admitted by either of these valves to one of the compression spaces O O.

Suitable cams are mounted on the valve shaft F and actuate the air valves G G by oonvenient rollers preferably attached to levers acting under the ends of their spindles. The timing valves I I are similarly actuated. The air supply for both valves G G is preferably taken from the stool P by cored out passages within the cylinder opening into a cavity within the said stool.

K K are the funnels surrounding the incandescent ignition tubes.

The exhaust valves L L connect to a common, discharge pipe M (Fig. 2).

By the arrangements we have described We produce an engine in which at full power two impulses are given tothe crank shaft in every two revolutions of the engine. Gas and air are admitted on one out stroke behind the pision N to the back compression space O by way of the gas and air valve G and the gas valve H 5 the valves G and H then close, and on the return stroke mixture is compressed into the said back space 0, and is ignited after the crank crosses the in center by the action of the timing valve I which admits explosive mixture to the back ignition tube;an impulse is thus given at the back end of the piston. On the return stroke, the piston discharges the burned gases by way of the back exhaust valve L. Meantime, the same cycle of operations is proceeding on the front side of the piston N and the forward impulse is succeeded by a backward impulse or vice versa, so that during one revolution of the engine two impulses are given to the crank shaft, the energy of which is stored up in the ily IOC It will be observed that both exhaust and in-l let valves are arranged symmetrically. The engine is governed by the centrifugal gov ernor S which controls the gas supply valve H and determines the number of explosions to be given in accordance with the variable amounts of power required from the engine.

Having now particularly described and ascertained the nature of our said invention and in what manner the same is to be performed, We declare that what we claim is* In combination, the cylinder and piston, the two charge inlet valves, the single gas valve with branch pipes leading to both the charge inlet valves, the valve stems depending through their casings, the cam shaft extendr ing under the valve stems to operate the same directly, the governor for the single gas valve located between the two charge inlet valves the gearing for operating said governor d1*- rectly said gearing extending from the cam shaft, the ignition valves arranged on same side of the engine with the cam shaft and over the same and having their stems actuated directly by cams on the cam shaft, the exhaust valves arranged on the opposite side of the engine from the cam shafty and inlet valves and the levers extending from the cam shaft to the stems of the exhaust valves, substantially as described.

In witness whereof we have hereunto set our hands in presence of two witnesses.

JOHN WILLIAM HARTLEY. JOHN KEER.

W'itneses to signature of John William I-Iartley:

JAS. CoNNER, CHAs. I-I. WEBB. Vitnesses to signature of John Kerr:

S. W. CARR, J. HILL. 

